Antifriction bearing



`lune 14, 1932. l V y, F, O'CONNOR 1,862,765

ANTIFRI GTION BEARING Filed July 27, 1928 Patented June ld, 19E@ OF CHICAGO,

ANTIIERICTION BEARING Apgicaton led July 27, 1928. Serial No. @95,51.

This invention relates to anti-friction bearings.

One object of the invention is to provide a simple and efficient enti-friction bearing, adapted especially for use as a side bearing member for railway cars, including an antifriction element interposed between the bodv and truck holsters of the ca and supported at all times on the truck bolster, wherein means is provided for centerino the antifriction element after each actuation thereof, the centering means being so designed that its operation is not adected by relative adjustment in height of the truck and body holsters.

Another object of the invention is to provide a side hearing, including an anti-friction element supported entirely on the truclt holster and having rolling movement thereon, together with gravity-actuated centering means for the anti-friction element supported from the body bolster, wherein the centering means is automatically adjustable to accommodate itself to relative adjustments in height of the body and truck bolster.

A more speciiic object of the invention is to provide a side bearing for railway cars, including an anti-friction roller element supported entirely by the truck bolster, a support fixed to the body bolster provided with a hearing plate cooperating with the anti-friction roller, and a gravity-actuated centering means guided in a vertical path by the support, the centering ineans having inclined guide tracks cooil'ierating with trunnions on the roller for centering` the same.

Other and further objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawing, forming a part of this speciiication, Figure 1 is a transverse sectional view through portions of the body and truck holsters of a railway car, illustrating my improvements in connection therewith. Figure 2 is a vertical longitudinal sectional view through the holsters, corresponding substantially to the line 2-2 of Figure 1. And Figure 3 is a horizontal sectional view,

corresponding substantially to the line 3 3 of Figure 1.

ln said drawing, 1() designates the bottom portion of a section of the body bolster of the railway car, and 11 designates a portion of the top of a sect-ion of the truck bolster which cooperates with the bodjr bolster. As shown, the truck bolster 11 is provided with a flat top bearing surface 12 with which the anti-friction bearing cooperates.

In carrying out my invention, the antifriction bearing elementl is interposed between the body and the truck holsters. My improved anti-friction hearing comprises, broadly, an anti-friction roller element A, a. carrier member B secured to the body bolster, and a centering slide C guided by the carrier member.

The anti-friction roller A is provided with a pair of centering trunnions 13-13 formed integral therewith. The centering trunnions, as shown, are in alignment with the central axis of theroller. The roller A is supported directly on the bearing surface 1:2 of the truelr holster 11 and is adapted to roll thereon to either side of the central position shown in Figure 1.

The carrier member B is in the form of a casting having laterally projecting securing lugs 1-1-14 at opposite sides thereof, by which it is supported from the body holster 10. The lugs may be secured in any suitable manner and are herein shown as xed by rivets extending through the same and the bottom plate of the body bolster. rllhe castingv B is provided with vertically disposed guide openings i-15 at the opposite sides thereof, the guide openings 15 being provided with downwardly diverging end walls 15S-16 at the bottom thereof, adapted to accommodate a portion of the centering slide C, as hereinafter more specifically pointed out. rEhe guide openings 15 are provided with spaced, vertically disposed, central, interior ribs 17-17, which provide a vertical guideway 18 therebetween. rEhe guideway 18 opens into that portion of the guide opening 15 which has the downwardly diverging walls 16.

The central portion of the casting B, which Lii is designated by 19, is oliset upwardly with respect to the lower edge of the casting B proper, as most clearly shown in Figure 2, and has a steel hearing plate 20 secured to the bottom iace thereof, the bearing plate 2O heilig secured in any suitable manner and being herein shown as riveted to the. part 19, the latter being recessed, as indicatedv at 21, so as to render the rivets accessible. As clearly indicated in Figures 1 and 3, the bearing plate 20 is of greater length than the bottom tace of the section 19 of the lasting and has the opposite ends thereof disposed in horizontal slots 22 provided at the opposite ends of the supporting casting B.

The centering slide C comprises a main portion composed of longitudinally extending side wall members 23-23 and transverse end wall members 24,.-24 formed integral with the side wall members. At the opposite sides, the centering slide is provided with upstanding guide plate members 25-25 formed integral with the side wall sections 23. As clearly shown in Figure 3, each guide plate section 25 is provided with a central, vertically disposed rib 26 which engages between the ribs 17 ot the corresponding guideway of the casting B, so as to he guided for "vertical movement within the guideway 1S. The plate section 25 is of such a thickness as to be guided between the tree ends of the ribs 17 and the opposed side wall ot the guide opening 15. As shown, each of the guide plate sections `is of such a width as to tit between the end walls ot the guide opening 15. As will he evident, each guide plate section is thus guided for true vertical movement in the guide openings 15 and the guideways 18. The side wall sections 23 of the centering slide C are arched centrally, as shown most clearly in Figure 1, thereby prosiding downwardly diverging guide tracks 27-27 which are of substantially inverted V-shape. At the junction ot the diverging gni de tracks, the bottom edge of the arched section of each side wall is curved, as indicated at 28, to conform to the curvature of the corresponding trunnion 13 of the roller At the lower ends of the diverging guide tracks. the edge portions of the side walls ot the centering slide are rounded ofi", as indicated at 29-29, thereby providing limiting stop shoulders which cooperate with the trnnnions of the anti-friction roller to limit the lateral displacement thereof.

Upon reference to Figure 1. it will be seen that the parts are so proportioned that the anti-friction roller A will also be limited by engagement with one of the transverse end walls 211 oi the centeringr slide C when the trunnions 13 engage the limiting shoulders 29 at the corresponding end of the centering slide. The arched sections of the side walls present upwardly converging inclined surfaces 30-30 to correspond with the inclined walls 16 of the casting B. It will he evidentthat when the slide C is raised to the dotted line position shown in Figure 1, the arched sections ot the side walls will be accommodated within the opening between the diverging walls 1b ot the casting B. The slide C is relatively heavy so that it will return to its lowered position through the action of gravity and thereby eltect return of the anti-friction roller A to centered position by engagement of the trunnions 13 of the rolle-1 with with inclined guide tracl' 2T ot the centering slide.

is will be evident, the roller Ar supported at all times on the bearing surface 12 of the truck bolster, the slide C in no way supporting or carrying the anti-friction roller.

At times it is found necessary to adjust the relative heights ot the body and truck holsters of a railway car and shims are often inserted between the parts of the center bearing of the car to produce this adjustment. lt is also common to remove such shims as necessary to bring the body and truck holsters closer together. By the use ot my improved hearing, the body and truck holsters may be relatively adjusted without in any way att'ecting the proper functioning of the centering means et the improved side bearing, inasmuch as the centering means is automaticalilf.' adjustable in height as the truclr and hotly holst-ers are ad] sted.

The centering slide C being supported entirely upon the truimions of the anti-'friction roller and the .roller bea ring directly on the truck holsters, any relative adjustment of the body and truck holsters to Tard each other will not change the relative spacing between the centering slide C and the truck bolster hearing surface 12 in the normal centered position oi the parts, the adjustment taking place between the centering slide and the supporting member B, the guide plate sections 25 of the centering slide C being freely mow able in the guideways of the member B.

In the operati on of my iniprov'ed side bearing, when the body and truck holsters are swung one with respect to the other and approach each other, the .bearingplate 2U will be brought into engagement with the top et the a1itifi'icti on roller elementi-1 and the weight of the body of the car will be supported by the anti-friction roller on the hearing surface 12 of the truck bolster. During the lateral swinging movement referred to, the anti-friction roller A will roll laterally between the hearing surfaces of the body and truck holsters until the holsters again return to their normal. position or are separated. The extreme position of movement to one side of the centered position of the anti-friction element A is shovm in dotted lines in Figure 1.

During the movement to one side of the centered position oi Lne anti-friction roller A, the trunnions 13 will roll on the corresponding inclined guide traclrs of the centering slide C, thereby causing the slide to be raised against the action of gravity. Movement of the roller will be limited by he trunnions 13 engaging the stop shoulders at the corresponding end of the centering slide.

is hereinhefore pointed out, the parts are also so proportioned that the roller itself will engage one of the end walls 24.- of the centering slide C at approximately the same instant that the trunnions engage the stop shoulders 29, so as to limit the displacement of the roller from its normal centered position.

Vlhen the holsters are separated so that the weight is removed from the anti-friction roller element, the slide will move downwardly, due to the im'iuence of gravity, and, by engagement of the trunnions 125 with the inclined guide tracks 2? of the centering slide, the anti-friction roller element i Yill he returned to its normal centered position, as shown in full lines in Figurel 1.

IvVhile I have herein shown and described what I consider the preferred manner of carrying out my ir 'fentiom the same is merely illustrative and I contemplate all changes and modifications whichY come within the scope of the claims appended hereto.

I claim:

l. In an anti-friction hearing for railway cars, interposed between the body and truck holsters of the car, the combination with an anti-friction element always supported on the truck bolster; of means for centering said anti-friction element supported at all times on said anti-friction element, and guided for vertical movement on said body bolster, said centering means being automatically adjustable toward and away from the body bolster' to correspond with relative adjustments in height of the body and truck holsters.

2. In an anti-friction bearing for railway cars, interposed between the body and truck holsters thereof, said holsters having opposed bearing surfaces, the combination with an anti-friction element always supported on the bearing surface of said truck bolster; of a guide member lined to the body holster; a centering member guided for vertical movement by said guide member, said centering member being provided with downwardly diverging guide tracks; and means on said anti-friction element cooperating with said guide tracks to effect centering of the anti-friction element after each actuation thereof, said centering member being at all times supported by said last named means,

whereby automatic adjustment is provided between said centering member and body bolster corresponding to relative adjustments in height of the body and truck holsters.

3. In a side bearing for railway cars provided with body and truck holsters, the combination with Aan anti-friction roller vsupported entirely on the truck bolster, said roller being provided with trunnions; of a carrier member fixed to the body bolster, said supporting member having a bearing surface opposed to the bearing surface of the truck bolster; and a weighted centering slide guided on said carrier member for vertical movement, said guide having spaced side wall members and connecting end wall members, said side wall members presenting downwardly diverging guide tracks provided with limiting shoulders, said roller trunnions cooperating with the guide tracks to effect centering of the roller when the load is removed therefrom after each actuation of the7 antifriction bearing, said limiting shoulders limiting the displacement of the roller from its centered position.

4:. In a side bearing for railway cars, provided with body andtruckbolsters, the combination with an anti-friction roller supported entirely on the top bearing surfacel of the truck holster.; of a carrier fixed to the body bolster; and a weighted centering slide guided on said carrier for vertical movement, said slide being provided with an arched central section presenting downwardly diverging guide tracl1;s,'said anti-friction roller being provided with trunnions cooperating with said guide tracks, and said centering slide being provided with transverse connecting end wall sections forming limiting stop means cooperating with the roller to limit its displacement from the normal centering position.

5. In a sidel hearing for railway cars provided with body and truck holsters, said truck bolster having a bearing surface, the combination with an anti-friction roller supported entirely on the bearing surface of the 'truck bolster, said roller being provided with centering trunnions; of a bearing member fixed to the body bolster, said bearing member having a bearing surface opposed to the bearing surface of the truck bolster; guide means on said hearing member; and a weighted centering slide guided with respect to the body bolster for vertical movement, by said guide member, said slide including side members and connecting end members, said side members presenting downwardly diverging guide tracks cooperating with the trunnions of the roller to center the same after each actuation thereof and support said slide at all times on said trunnions, said slide being held spaced from the truck bolster a lixed distance in a normal centered position of the holsters by the roller trunnions in all positions of adjustment of said holsters toward and away from each other.

6. In a side bearing for railway cars having body and truck holsters provided with opposed vbearing surfaces, the combination with an anti-friction roller element supported for rolling movement entirely on the :los

als

bearing surface of the truck bolster, said roller having centering trunnions; of a guide member fixed with respect to the body bolster; and a vertically slidable centering slide guided by said guide member, said centering slide being supported entirely by the antifriction roller element and having side Walls enclosing said anti-friction roller element, said side Walls being cut away on the underside to provide V-shaped centering bracket members cooperating with the trunnions of the anti-friction roller element.

7. In a side bearing for railway cars provided with body and truck bolsters having opposed bearing surfaces, the combination with 'an anti-friction roller supported entirely on the bearing surface of the truck bolster, said roller having trunnions; of a Weighted centering member provided with downwardly diverging guide tracks engaging said trunnions and supporting the centering member entirely at all times on said trunnions, said centering member being provided Witli upstanding, spaced guide arms; a guide member fixed to the body bolster, said guide member being provided with vertical guideways receiving said guide arms for vertical sliding movement; and a bearing plate secured to said guide member in opposed relation to the bearing surfaceof the truck bolster and forming the bearing surface of the body bolster and cooperating with said antifriction roller when the bolsters approach each other.

In Witness that I claim the foregoing I have hereunto subscribed my name this 25th day of July, 1928.

JOHN F. OCONNOR 

